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Exh 6BAGENDA ITEM #GB NOVEMBER 11, 2002 RESOLUTION NO. 02- zI A RESOLUTION OF THE CITY OF ATLANTIC BEACH ENDORSING THE BEACI-IES BIKEWAY REPORT, AND AUTHORIZING TI-IE CITY MANAGER TO SEEK FUNDING AND GRANT SOURCES FOR THE DESIGN AND IMPLEMENTATION OF AN INITIAL PHASE OF THE BEACHES BICYCLE AND PATHWAY SYSTEM. WHEREAS, 'the Mayor and the City Commission have identified as a priority, though the annual Strategic Planning Process, the development of a bicycle and pedestrian pathway system within the City of Atlantic Beach, and also connecting with other beach communities and surrounding recreational facilities and resources, and WHEREAS, the development of this bicycle and pedestrian pathway systemsupports the Goals and Objectives of the Recreation and Open Space Element of the adopted Corr~prehensive Plan, and WHEREAS, the citizens of Atlantic Beach have requested and expressed their support for the development of a bicycle and pedestrian pathway system, and WHEREAS, .a cooperative planning and public participation effort between the City of Atlantic Beach, the City of Neptune Beach and the City of Jacksonville Beach, was conducted during 2002, with the purpose of promoting the development of a bicycle and pedestrian path and trail system throughout the beach communities, such effort resulting in the Beaches Bikeway Report, dated June 27,,2002, and attached as Exhibit A. NOW, THEREFORE, BE IT RESOLVED, the City Commission of the City of Atlantic Beach .hereby .supports and endorses the Beaches Bikeway ~ Report .and finds that the development of a bicycle and pedestrian path and trail system will enhance the quality of life for visitors and residents of the City of Atlantic Beach and will further the goals and objectives . of the Comprehensive Plan. To implement the bicycle and pedestrian pathway system, the City Commission hereby directs the City Manager to proceed with efforts to seek funding and grant sources to assist with the costs of design and construction of an initial phase of this bicycle and pedestrian pathway and trail system. This initial phase of this project shall involve the following priorities: 1. Design and implementation of a wayfinding program, which may include a unique. logo, maps, signage 'and symbols, and a pavement marking system, that shall designate pathways as part of the trail and bikeway system. Pa~ways may include widened sidewalks, expanded streets and right-of- ways, as well as off-road and natural trails. These pathways may be designed to serve multiple recreational uses, including recreational and sport bicyclists, skating and skateboarding, runners, hikers and walkers, with the priority focused on families, senior citizens and the recreational user. AGENDA ITEM #GB NOVEMBER 11, 2002 2. Within the City of Atlantic Beach Florida, priority will first be given to development of this system along Plaza extending from Rose Park to the Beach, and along Seminole Road north of Twentieth Street. 3. In addition to the preceding priorities, the development of a safe system for pedestrians. and bicyclists along Mayport Road, extending from Atlantic _ Boulevard to the Wonderwood Expressway, which shall provide for connections to Kathryn Abbey Hanna State Park and the Timucuan Ecological and Historic Preserve, is also considered as a priority in the initial phase of development. ' 4. ; The City Manager is encouraged to seek continued participation and coordination with the City of Neptune Beach, the City of Jacksonville Beach, the City of Jacksonville, the National Park Service, the Mayport Waterfronts Partnership, and other such State and Federal agencies which may provide assistance or funding to further the development of this system. .ADOPTED BY THE CITY COMMISSION OF ATLANTIC BEACH, FLORIDA, THIS DAY OF NOVEMBER, 2002. Honorable John S. Meserve, Mayor and Presiding Officer Attest: Maureen King Certified Municipal Clerk Approved as to form and correctness: Alan C. Jensen, Esquire City Attorney EXHIBIT A AGENDA ITEM #GB NOVEMBER 11, 2002 ~~~~ Brought to you by the cities of Atlantic Beach, Neptune Beach & Jacksonville Beach f/lE CnaY A Comprehensive5tudyon a Beaches-wide Bicycle PathwaySystem AGENDA ITEM KGB NOVEMBER 11, 2002 O - lntroduction The diverse and varied opportunity for recreation within the Duval County Beaches area is a significant contributor to the excep- tionalquality oflife found in the northeast Florida region. Hiking, walking, cycling, surfing, skating, boarding... The abundance of these outdoor sports and recreational opportunities, whether enjoyed by families, casual enthusiasts, or those committed athletic types, is enormously important to the fabric of the °beaches lifestyle." Residents at the beaches recognize that it is important to have spaces and places to accommodate this lifestyle and these many activities, and that there is a need to provide connections between these places that do not always require the use of our cars. The three Duval County beach cities -Jacksonville Beach, Neptune Beach and Atlantic Beach -have joined together in a collaborative planning effort to develop a master plan for a system of bike and pedestrian pathways that would link the Beach communities to each other and to surrounding recreational, shopping, neighborhood and school destinations, the wealth of fine public parks in the area, and of course, the beach. During the first six months of 2002, a series of public workshops was held to determine the desires of the community and to consider possible routes that would actually be feasible to create or designate as part of a connected beaches system. The planning effort involved all ages, with diverse and wide-ranging interests, from the cycling enthusiast who may ride fifty or more miles in a weekend, to those who are looking for a safe route for a weekend family ride, to those who just want a way to get to the beach without the search for a parking place. Others have expressed a need to be able to walk to shopping areas, schools and public transportation. While the project has been referred to as a bikeway, the over-arching goal has from the inception of the project been to create a system that could be used and enjoyed for all manner of activities. Recognizing that different interests groups ,have different desires and needs, the focus has been towards~developing the type of pathways that-are most suitable to the particular location where these may be planned. Some pathways may simply take the farm of wider sidewalks to accommodate multiple uses; other portions may involve providing wider and safer shoulders on existing roadways, while other areas might be developed (or more appropriately, designated) as off-road trails left in a fairly natural condition. The three beach communities are by-and-large developed in a rather compact manner such that many logical opportunities to create linked pathways already exist. Sidewalks exist throughout many of the neighborhoods, and the predominant historical pattern of linear streets and roadways near the beach creates a likely north-south route: In addition to citizen participation, other public agencies have been involved in the project. Some aspect of bikeway and trail planning has been undertaken by a number of local, State and Federal agencies. The City of Jacksonville, the National Park Service, the Florida Department of Transportation, the Jacksonville Transportation Authority, the St. Johns River Water Manage- mentDistrict, the Florida Department of Environmental Protection and the Northeast Florida Regional Planning Council have all initiated some type of project involving bike routes, hiking trails or greenways. Of particular note are the National Park Service's Timucuan Ecological and Historic Preserve trail and greenway system and the national East Coast Greenway. Connections to these significant trail systems as well as to Kathryn Abbey Hanna Park, have been recognized as a priority since the first meeting of~citizen group. A further goal of the beaches' effort will be to complement, rather than duplicate, these projects that are already underway or planned far the surrounding area. The result of this initial planning effort has been to identify first, second and third priority routes as determined by the general consensus of those participating in the process. The proposed routes are presented herein. An assurance of objectivity was made to the planning group at the beginning of this process, and the proposed routes are solely the result of the public citizen participation in the process. The only routes that were eliminated during this first planning phase were those that presented technical obstacles to the degree that development of such routes would be near impossible because of cost, design or environ- mental constraints. ~~,r ~~ ~` ~~w~ AGENDA ITEM #GB NOVEMBER 11, 2002 ;O It is acknowledged that some of these routes may not be practical to further consider for development due to neighborhood opposition, political constraints, inadequate or unavailable right-of--ways, and as always, cost issues. The next phase of this project will be dependent upon the consensus of the planning group, the direction, interest and commitment provided by elected officials from the three beach Cities, and possibly the City of Jacksonville, and general support of the surrounding communities to move towards funding and implementation of the plan. The planning process has to this date revealed a keen and eager interest in this effort. Other cities and communities across the country have initiated similar efforts with great success, and often with few of the natural and abundant resources we have here in our Beach cities. The Mayors, the City Councils and Commissions and staff from the City of Atlantic Beach, the City of Neptune Beach and the City of Jacksonville Beach wish to thank all of those who have given of their time, interest and enthusiasm in this first phase of the project. Your continued involvement and support will be needed as we move ahead. Sonya Doerr,,AICP Community Development Director City of Atlantic Beach, Florida ~~r /~I~ AGENDA ITEM #GB NOVEMBER 11, 2002 Contents Introduction ..u.uu....r....ur ..........................r...r......r w....................uw..r.... Sharing the Road ................................................................................... 4 Florida's Bicycle Laws uu....u..uu...........u.....uu.ur..........u.........u...ur.^ 70 The Public Participation Process .....r..u....r.ur.....u......r...u.~........u...ru 72 Charrett #1 ............................:........:................................ ...... .....................:...... 12 Charrett #2 ......................•---..........................................................---......................... 13 Charrett #3 ..............................................................................................•------........... 15 Cost Estimates .u.u...uu..r.r.ru.w.^^..wuu....^u....r...r.u..u.....u ................r.. 19 Bikeway GuidelInes:.......r..^..u......u.r...uu......r..^...^.....u..u ................... 21 'Design Guidelines for On-road and Off-road Facilities :...........:.............................. 22 • Traffic Calming and Bicyclists :................................................................................ 24 .~~~ • `t ,. ~/ ~ i f: ~~. ~~r~ • .,'~• M ~~f,.^ AGENDA ITEM #GB =O NOVEMBER II, 2002 Sharing the Road Any discussion of a bicycle "bikeway" must begin with the assumption that all or part of any system will share existing roadways meant for motor vehicle traffic, primarily out of necessity: necessity because the roadways are already in place and directed to the places people want to go, and necessity because of the lack of available right-of-ways, easements, or other viable convey- ance areas. As such, this sharing of existing roadways means the potential for conflict between bicyclist and motorists. Any such conflict is usually in the ,motorist's favor (physically), although the motorist may take on an equal amount of emotional anguish should there be a severe physical injury to a bicyclist. The desire to lessen the potential for conflict leads us to look for ways to safely share the road with motor vehicles, either by ..widening the roadway to a safe width, by providing a separate; dedicated bicycle lane or sidewalk; or by providing frequent notice to drivers that they are, in fact, sharing the road. ,r' l ~; .. .:~~ r ~~ .. 'Littik~.~y 7 ~'a` ~ :~~ ~ it ~.n•_yi^?Qy~~, , •• ~^`.. Since the fact exists that the majority of the Beaches Bikeway will have to share existing roads built before the awareness of bicycles on the road, the following excerpt from a paper published by the Florida Bicycle Association is offered: uThe Bicyclist's 7~ega1 Grounds for". 'r¢ the I.a~ae» This paper is presented in the interest of shedding light on the subsection. of Florida traffic law that pertains to roadway position for bicyclists. It is the position of this author that Florida's laws and roadway design standards provide sufficient latitude to allow a bicyclist, in many cases, to lawfully claim use of an entire lane .when he or she feels it is necessary for his or her safety and mobility. This paper will discuss the appropriate lane widths for safe sharing between bicyclists and motorists, .the issue of impeding other traffic, and discretion used by law enforcement officers and agencies in the interpretation and enforcement of the law: .gvw narrow is too ncarrov~ Bicyclists are required to drive as far right as practicable unless certain circumstances exist ~F'S 316.2065 (5)~; this includes a substandard width lane. The statute says that, for the purposes of that subsection, a "substandard width lane" is one that a cyclist and another vehicle cannot safely share. The question then becomes, "How narrow is too narrow" to safely share4 ~•,~,,~-...a _ AGENDA ITEM #GB ~O NOVEMBER 11, 2002 Since the law does not provide a specific measurement, we must consider a number of perspec- tives to make a sound judgment: that of the law enforcement officer, that of the roadway designer, that of the gassing motorist, and that of the bicyclist. While more and more law enforcement officers are using bicycles for police work, there are still marry who do not fully appreciate the stresses, harassment and difficulties involved in cycling on major roadways. To a motorist or officer who does not drive a bicycle, an 11- or 12-foot lane may or may not seem adequate for sharing. On the other hand, there are some roadway configurations that would obviously allow for safe lane sharing between bicyclists and motorists, such as when the lane is extraordinari]y wide, in the range of 16 to 20 feet. Many multi-lane roadways have 14-foot curb lanes. The Florida Department of Transportation chose this width in the early 1980s, prior to the currently preferred bike lane treatment, as being safe and adequate for sharing. The FDOT now strives to provide a 4-foot bike lane next to an 11-foot or 12-foot general use lane. While it is true that the FDOT's current preferred width standard for general use lanes is 12 feet, that width has only been reduced from 14 feet since the implementation of the bike lane configuration. The 12 foot Zane width standard rams never presented as a means to provide a s&ared use lane. When bicyclists drive extreme]y far to the right -often on the white edge Line -they inadvert- ently encourage motorists to pass in a space that is inadequate. Motorists, being impatient and often perceiving bicyclists as intruders or obstructions (as opposed to fellow vehicle drivers and citizens), will attempt to pass even when space is insufficient. .;~.., Clearly, in the relationship of the bicyclist and the motorist, the cyclist is the roadway riser at greater risk of physical harm. For this reason, the bicyclist's decision should be held primary in the judgment of whether a lane is wide enough to safely share, as the cyclist suffers the most harm should the judgment be made in, error. If a cyclist in a wide lane claims use of the entire lane and delays the motorist(s) behind, those motorists suffer only delay. If a cyclist in a narrow lane keeps to the far right edge of the lane and allows motorists to pass, motorist delay still occurs (though not to the degree of when the cyclist claims the entire lane), since the narrow lane will make them slow before passing. If a cyclist in a narrow lane misjudges the width, keeps to the far right edge of the lane, and is struck by an incompetent motorist attempting to pass, many more motorists are delayed. and the cyclist suffers personal injury and property damage. In. this author's study of bicyclist=. versus-motorist crashes during 1993 and 1994, the vast majority of daytime overtaking crashes occurred on roadways with lanes 12 feet or less in width, and inwlved motorists who saw the bicyclist but failed.. to pass safely. Many motor vehicles -especially the increasingly common sport utility vehicles -are seven feet wide. barge trucks, buses and landscaping and boat trailers are often eight feet wide. The generally accepted safe space for a motorist passing a bicyclist is three feet (Florida Driver's Hand- book, Chapter Three). At higher speeds and with larger vehicles this width increases, due to the windblast effect. The "Guide for the Development of Bicycle Facilities" by the American Association of State Highway and Transportation Officials (whic]i sets national standards for transportation facilities) states: ~ . "[Bjicyclists require at Ieast 1.0 m (40 inches) of essential operating space based solely on their profile. An operating. space of 1.2 m (4 feet) is assumed as the minimum width for ax~y facility designed for the exclusive or preferential use by bicyclists. Where motor vehicle traffic volumes, motor vehicle or bicyclist speed, and the mix of truck and bus traffic increase, a more comfortable operating space of 1.5 m (5 feet) or more is desirable." ~" ~,~'~ AGENDA ITEM #6B -O NOVEMBER 11, 2002 6 Totaling even the smallest of these measurements - 40 inches (cyclist), plus seven feet (motor vehicle), plus three feet (safe passing width) -equals 13.33 feet, 11°~6 wider than a 12-foot lane. Totaling the maximum measurements results in 16 feet. Impeding Trat:Pic Florida defines bicycles as vehicles ~F'S 316.003 (2)), and states that bicyclists have all the same rights and duties as the driver of any other type of vehicle. As a roadway user with equal standing, a cyclist has the right to travel. There is, however, no right to travel at any particular speed. The right to travel and to do so safely must generally prevail over the desire to travel at a higher speed and pass. Slower roadway users must make way for the overtaking user only if it is reasonable and safe to do so. To say that a bicyclist can use -the entire lane only if he or she is not delaying other traffic sets up an absurd and unjust situation where the cyclist must leave the roadway (in essence, to cease traveling) each time the driver of a wide, faster vehicle wishes to. pass. The law requiring bicyclists to keep right is written in the same spirit as the more generiaslow- moving vehicle statute, but takes into consideration the narrower profile of the bicyclist. The na- tional Uniform Vehicle Code sets the example. for this: CHAPTER 11 -Uniform Vehicle Code: Rules of the Road ARTICLE DI. DRNING ON RIGHT' SIDE OF ROADWAY OVERTASITTG AND PASSING; USE OF RoADwAY 11-301. Drive on right side of roadway exceptions (b) Upon'all roadways at~y vehicle proceeding at less than the normal speed of traffic at the time and place and under the conditions then existing shall be driven in the right-hand lane .. then available for traffic, or as close as practicable to the right-hand curb or edge of the roadway, except when overtal~ng and passing another vehicle proceeding in the same direc- tion or when preparing for a left turn at an intersection or into a private road, alley, or driveway. The intent of this subsection is to facilitate the overtakng of slowly moving vehicles: by faster moving vehicles. Florida's law is similar: FS 316.081 Driving on right side of roadway; exceptions.- (2) Upon all roadways, any vehicle proceeding at less than the normal speed of traffic at the time and place and under the conditions then existing shall be driven in the right-hand lane then available for traffic or as close as practicable to the right-baud curb or edge of the roadway except when overtaking and passing another vehicle proceeding in the same direction, or when preparing for a left turn at an intersection .or into a private road, or driveway. And the bicycle section presents the same issue while keeping in mind the vehicle's narrow profile: FS 316.2065 Bicycle regulations.- (5)(a) Any person operating a bicycle upon a roadway at less than the normal speed of traffic at the time and place and under the conditions then existing shall title as close as practicable to the right-hand curb or edge of the roadway except under any of the following situations:. 1. When overtalflng and passing another bicycle or vehicle proceeding in the same direction. 2. When preparing for a left turn at an intersection or.. into a private road or driveway. 3. When reasonably necessary to avoid any condition, including, but not limited to, a fixed or moving object, parked or moving vehicle, bicycle, pedestrian, animal, surface hazard, or sub- standard-width lane, that makes it unsafe to continue along the right-hand curb or edge. For -C~'~ AGENDA ITEM #GB =O NOVEMBER 11, 2002 the purposes of this subsection, a "substandard-width lane" is a lane that is too narrow for a bicycle and another vehicle to travel safely side by side within the lane. The intent here is clearly - as the national Uniform Vehicle Code states - to "facilitate the overtaking of slowly moving vehicles by faster moving vehicles" (emphasis added), not to guarantee it. Each circumstance catalogued in 316.2065 (S)(a) 1., 2. and 3. presents the potential to delay one or more motorists. Making a left turn, in particular, can delay following motorists for a sighificant period of time if the turn occurs from atwo-lane roadway without a left turn lane. Indeed, a left turning bicyclist -just like a left turning motorist -will often. come to a complete stop to wait for a safe gap in on-coming traffic. A bicyclist traveling straight and claiming the entire lane will only slow following traffic to the cyclist's own speed. On a multi-lane roadway this delay is reduced further still. This subsection goes even further in granting discretion to the bicyclist by stating that he or she may leave the right-hand side of the lane to "r~YS71d a.Z~ condition ... that makes it unsafe to continue along tke right viand curb or edge" (emphasis added). Certainly, the need to take control of the distance which motorists provide in passing must be assumed to be as important for the bicyclist's travel needs as making left turns, avoiding other vehicles, objects and surface hazards, and passing other bicyclists. Florida law makes no statement on whether a single bicyclist may or may not impede traffic by traveling at less than the normal speed of traffic. FS 316.183 iTnlawful speed states, "(S~ No person shall drive a .motor vehicle at such a slow speed as to impede or block the normal and reasonable .movement of traffic, except when reduced speed 1s .necessary' for safe operation or in compliance with Ia~v.' " It must be noted that this item applies only to motor vehicles. Indeed, the law would be . self-contradicting if it were to allow cyclists to leave the right hand side of the road when the lane is -~ too narrow to share and yet prohibit them from impeding faster traffic. FS 316.2066 (6~ states, "pPrs.~s ~? in~'two ab~eas~t [on bicycles] m~y.~zt~zn?nedQ traffic. (emphasis added) when travelingat Less than the,normal speed of traffic at the time and place and under the conditions then existingand shall ride within a single lane. "However, should two cyclists drive in a substandard width lane, they should be allowed to drive two-abreast since a single cyclist would be allowed to "take the lane° in that situation anyway and the impact on overtaking motorists would be the same. ' Commuzuties and transportation agencies around Florida are striving to encourage bicycling as a mode of transportation. Increased bicycling will impart a number of significant benefits to our communities, including improved air quality, improved public health, reduced traffic congestion, and better communication among neighbors. Telling bicyclists that their need for safe, adequate space on the roadway is secondary to the desires of higher-speed motorists does not encourage bicycling; indeed, it discourages it and effectively confines those who must use - or choose to use - a bicycle for transportation to second-class citizenship. It is detrimental for' a society, an enforcement agency, or a court to interpret aspects of the law that are vague and relatively inconsequential so that otherwise law-abiding citizens are forced to choose between intolerable options. These choices are to become a lawbreaker, to abandon one's own safety, to relinquish the right to protect oneself from those using dangerous devices, or to surrender the freedom to drive a vehicle on public roadways."1 Reasons for Highway Shoulders ' The fallowing comments (excerpted) from the Oregon Department of Transportation are offered as additional explanation for the need to share existing roadways, with the emphasis (where added) to highlight the benefits to bikers. 'Wilson, Mighk, Florida 8icycie Association, March 16,2001 . tl~ ~1 AGENDA ITEM #GB =O NOVEMBER 11, 2002 8 "Before the 1971 "Bike Bill" was passed, and the terms "shoulder bikeways" or "bike lanes" were commonly used, the Oregon Highway Division advocated (1) building paved shoulders when constructing roads and (2) adding paved shoulders to existing roads. These were often referred to as "safety shoulders." There are good reasons for this term. The following reasons are what A A SHTO has to say about the benefits of shoulders in three important areas: safety, capacity and maintenance. Most of these benefits apply to both shoulders on rural highways and to marked, on-street bike lanes on urban roadways. . Safety-highways with paved shoulders have Lower accident rates, as paved shoulders: • Provide space to make evasive maneuvers; • Accommodate driver error; • , Add a recovery area to regain control of a vehicle, as well as lateral clearance to roadside objects such as guardrail, sighs and poles (highways require a "clear zone," and paved shoulders give the best recoverable surface); • Provide space for disabled vehicles to stop or drive slowly; • Provide increased sight distance for through vehicles and for vehicles entering the roadway (r~1: in cut sections or brushy areas; urhan: in areas with many sight obstruc- tions); . • Contribute to driving ease and reduced driver strain; , • .Reduce passing conflicts between motor vehicles and bicyclists and pedestrians; (em- phasis added) • Make the crossing pedestrian more visible to motorists; and • Provide for storzu water discharge farther from the travel Lanes, reducing' IzYdroplan- .zng, splash and spray to following vehicles, pedestrians and bicyclists. (emphasis added Capacity-.highways with paved shoulders can carry more traffic, as paved shoulders: • Provide more intersection and safe stopping sight distance; • Allow for easier exiting from travel lanes to side streets and roads (also a safety benefit); • Provide greater effective turnin radius for trucks; • Provide space for off-tracking of truck's rear wheels in curved sections; • ~ Provide space for disabled vehicles, mail delivery and bus, stops; and .Provide space for bicyclists to ride at their own pace; (emphasis added Benetits oP iTrbaa Bike I.aaes to Other.~8oad Users. Urban streets have to satisfy many needs: various modes use them, and they provide local access to a community as well as mobility for through traffic. Many of the benefits of shoulders listed on the first page also apply to bike lanes in urban areas, whether they were created by restriping or by widening the road. Some street enhancements cannot be ,measured with numbers alone, as they offer values (e.g. trees) that simply make a community better. The following discussion should be viewed in this cgntext. Bike lanes can provide the following benefits: ~ . Fbr Pede~+~rQ: • Greater separation from traffic, especially in the absence of on-street parking or a planter strip, increasing comfort and safety. This is, important to young children wattr;n , playing or riding their bikes on curbside sidewalks. • Reduced splash from vehicles passing through puddles (a total elimination of splash a '°~'~°,~ AGENDA ITEM #GB -~ NOVEMBER 11, 2002 9 where puddles are completely contained within the bike lane). • An area for people in wheelchairs to walk where there are no sidewalks, or where sidewalks are in poor repair or do not meet A.DA standards. • A space for wheelchair users to turn on and off curb cut ramps away from moving traffic. • The opportunity to use tighter corner radii, which reduces intersection crossing dis- tance and tends to slow turning vehicles. • In dry climates, a reduction in dust raised by passing vehicles, as they drive further from unpaved surfaces. For Motorists: .Greater ease and more opportunities to exit from driveways (thanks to improved sight distance). • Greater effective turning radius at corners and driveways, allowing large vehicles to turn into side streets without off-tracking onto curb. • ' A buffer for parked cars, making it easier for motorists to park, enter and exit ve- hicles safely and efficiently. This requires a wide enough bike lane so bicyclists aren't "doored." • Less wear and tear of the pavement; if bike lanes are restriped~ by moving travel lanes •~ """ (heavier motor vehicles no longer travel in the same well-warn ruts). - For Other Modes: ~~ Transit: A place to pull over next to the curb out of the traffic stream. • ~ Delivery vehicles (including postal service): a place to stop out of the traffic stream. .,, Emergency vehicles: Room to maneuver around stopped traffic, decreasing response • time.' • Bicyclists: Greater acceptance of people bicycling on the road, as motorists are re- minded that they are not the only roadway users; • Non-motorized modes: An increase in use, by increasing comfort to both pedestrians and bicyclists (this could leave more space for motorists driving and parking). For the Community (I,ivabilitp factors): ' • A traffic calming effect when bike lanes are striped by narrowing travel lanes. • Better definition of travel lanes where road is wide (lessens the "sea of asphalt" look). • An improved buffer to trees, allowing greater plantings of green canopies, which also has a traffic calming effect. "z One can gather from the above commentaries that the road-sharing experience is a near requirement far getting most places on a bicycle, and that this experience, while at times unnerving, can still be a safe one, provided that all parties - govern- , ~ ment, planners, engineers,.motorists, and the bikers themselves -adhere to the basic rules of the road, safe roadway (re)design, and courtesy among all roadway users. The underlying principle of ttie above discussion is that the roadway is the only place in which the Beaches Bikeway can be accommodated. Such is not the case, and in many of the preferred routes to be discussed in a latter section, sidewalks will provide the primary bicycle circulation for the casual or recreational rider. The use of sidewalks, however, presents conflicts between the bicyclist and pedestrians, where the conflicts are similar to those between motor vehicles and bicycles, except that in the case of the sidewalk conflict, the requirement for safe passing falls to the bicyclist A thorough review of the applicable Florida Statutes is prudent at this point, as follows this section. ~Ronkin, Michael, Oregon Department ofTransporfa6on, undated (httpJlwwwodot.sfate.or.usltechserv/bikewalk/whyhave.htm} AGENDA ITEM #6B _ NOVEMBER 11, 2002 = 10 Florida's Bicycle Laws fn Florida,.the bicycle is legally defined as a vehicle. Bicyclists have the same rights to the roadways, and must obey the same traffic laws as the operators of other vehicles. These laws include stopping for stop signs and red lights, riding with the flow of traffic, using lights at night, and yielding the right-of--way when entering a roadway. There is only one road and it is up to bicyclists and motorists to treat each other with care and respect. Strict adherence to the law is the foundation for this respect. Traffic Law Highlights Bicycle Regulations (see Section 316.2065, F S.) ~ ~ . • A bicyclist must obey al! traffic controls and signals. • A bicyclist must use a faed, regular seat for riding. • No bicycle may. be used to carry more persons atone time than the number for which it is designed or equipped. • At least one hand must be kept on the handlebars.while riding. • Parents and guardians must not knowingly allow a~child or minor ward to violate any provisions of this section. • Every bicycle must be equipped with a brake or brakes, which allow the rider to stop within 25 feet from a speed of•10 miles perhour on dry, level;~clean pavement. Sidewalk Riding•~(see Section 316.2065, F.S.) ~ ~ ~ • When riding on sidewalks or in crosswalks, a bicyclist has the =_ ' ~'; ; -~ ~•~ _, same rights and duties as a pedestrian. ` ~ ,~ • A bicyclist riding on sidewalks or in crosswalks must yield the ~ ' , ~ } ~.~~ ~ , .: right-of-way to pedestrians and must give an audible signal before f V.~ ., passing. ;~ ~ -_ - Lighting (see Section 316.2065,.F.S.) _ ~ ~ `« • A bicycle operated between sunset and sunrise must be equipped _,.r = _ . •~ -t' ~~ ~ _ with a Tamp on the front exhibiting a white light visible from 500 feet to '°'~'=-- -~- ~ - ` :=- r -...:r.=-- the front and both a red reflector and a lamp on the rear exhibiting a ~ . ==-~" =~ ~- '' red light visible from 600 feet to the rear. • Additional lighting is permitted and recommended.. ~ - Roadway Position (see Section 316.2065, F.S.) • A bicyclist who is not traveling at the same speed of other traffic must ride as close as practicable to the right-hand curb or edge of the roadway. A bicyclist may leave the right-most portion of the road in the following situations: when passing, making a left tum, to avoid road hazards, or when a lane is too nannw for a bicycle and a car to share safely. ~. • 'A bicyclist operating on a one-way street with two or mare traffic lanes may ride as close to the left-hand edge of the roadway as practicable. • .Persons riding bicycles upon a roadway shall not ride more than two abreast except on paths or parts of roadways set aside for the exclusive use of bicycles. Persons riding two abreast shall not impede traffic when traveling at less than the normal speed of traffic at the time and place and under the conditions existing, and shall ride.within a single lane. Left Turns (see Section 316.151 (1)(b)(c), F.S.} • A bicyclist intending to' make a vehicle left tum is entitled to full use of the lane from which the tum is made. After scanning, signaling, and moving to the center of that lane; the bicyclist must check the signal, then proceed when it is green and safe to do so. ~~ AGENDA ITEM #6B NOVEMBER 11, 2002 11 • In addition to the normal vehicle left tum, a bicyclist may proceed through the right-most portion of the intersection and tum as close to the curb or edge as possible at the far side. After complying with any official traffic control device, the bicyclist may proceed in the new direction. Signaling Turns (see Sub-section 316.155(2) and 316.157(2), F S.) • A signal of intention to turn must be given during the last 100 feet traveled by the vehicle before turning. )f a bicyclist needs both hands for control, the signal need not be given continuously. • A bicyclist may signal intent to turn right either by extending the left hand and arm upward or by extending the right hand and arm horizontally. to the right side of the bicycle:. Headsets (see Section 316.304, F.S.) • A bicyclist must not wear a headset, headphone, or other listening device other than a hearing aid when riding. Wearing a headset blocks out important audio clues needed to detect the presence of other traffic. Civil Penalties (see Sub-section 318.18(1),(2),&(3), F.S.) • Non-moving violations, such as failure to use required fighting equipment when riding at night, failure to have working brakes $32 ; Moving violations, such as running stop sign or signal, riding against traffic $52 .. Violations of Chapter 316, F.S. by a bicyclist 14 years of age or younger $17 Local Ordinances The local governments of counties, cities, towns, and other municipalities can adopt ordinances regulating bicycle riding. Some towns may also have registration and licensing ordinances. Sidewalk riding may be prohibited entirely or only in certain areas ,such as business districts. Local law enforcement agencies can provide copies of local ordinances. Atlantic Beach No aaplicable ordinance regulating the use ar location of bicycle ways Neptune Beach Section 27-473: i?efrnitions: Bikeway means any transportation facility which is specifically designated for bicycle use, whether or not such facility is designated for the exclusive use of bicyclists or is.to be shared with other vehicles. Section 27-478: i7ediciation of right-of-way: c) Protection and use of right-of-way. The following provisions apply to the use of right-of-ways: (3) Sidewalks and bicycle ways shall be placed within the right-of--way. Jacksonville Beach Sec. 31-5. Riding bicycles on sidewalks prohibited. It shall be unlawful for anyone to ride a bicycle on the sidewalks or boardwalks in the city. (Cade 1955, § 21-8) State law references: Bicycle regulations, F.S. § 316.2065. . AGENDA ITEM #6B NOVEMBER 11, 2002 _ 12 The Public Participation Process Charrett #1 The first of three public participation meetings was held Thursday, March 13, 2002 at the Sea Turtle Inn in Atlantic Beach. Notices of the meeting were placed in the .Beaches Leader and the Florida Times Union Shorelines section, in local bicycle shops, and at the three beaches' City Halls. Organizers prepared for a large, partisan group of bike advocates, and that is what they got, as approximately 60 people showed up for the meeting. Attendance sheets were passed for notification of future meetings. The participants were divided into ten equal groups, and listened to a 30-minute introduction of the project, where the goals and objectives were stated, a problem statement was developed, 'and the design process was explained. Following the introduction, the groups were ,provided with maps of the Beach, drafting supplies, and little else in the way of direction, with the hope being that they, as groups, would be unencumbered by the wishes of the organizers. The groups were asked to provide routes to and from all points of interest at the Beach, regardless of relative importance, and to label these points of interest. They included schools, shopping centers, parks, government centers, restaurants, and the beach. They were also asked to consider where these routes might be accommodated; whether they be in public right-of-ways, easements, or through parks. Also to be considered was the priority of construction, what type of users might be expected, safety issues, and what amenities might be useful, such as air supply, and drinking fountains. The leaders of the planning effort included Brett Godard, ASLA of Godard Design Associates, Inc.; a local landscape arohitec- turelplanningfirm, Sonya Doer- ~ Jim Hanson from Atlantic Beach, Steve Lindorff & George Forbes of Jacksonville Beach, and Jeff Alexander & Lindsay Haga of the Northeast Florida Regional Planning Council. These leaders circulated about the room during the design session, answering questions and provided helpful planning insight. Following the 90-minute design session, each group selected a leader to present its proposed bikeway system ,to the other groups. Foliowing the meeting adjournment, the maps were collected for consolidation into a large master plan for the next meeting.' The planning leaders gathered for a review of the meeting and to look for similarities between the plans upon which to base a bikeway system. All routes were placed on the consolidated map, with similarities between individual groups' maps assumed be the higher priorities. A "windshield survey" was conducted to preliminarily assess what the existing conditions were along each of the selected routes. Charrett #2 The next meeting was held on Thursday, May 2, again at the Sea Turtle Inn. Notices were again placed in the local papers and at the bike shops. Previous attendees were notified by mail and/ore-mail. Although attendance at this meeting was less robust than at the first one, the turnout was nevertheless encouraging. The attendees were seated in groups of 6-7, and comprised 7 groups. The session began with a review of the first meeting, and the work that had been accomplished since it The consolidated map was presented in large format, and in smaller versions placed at each table. ' AGENDA ITEM #GB NOVEMBER 11, 2002 = 13 Each route was discussed with respect to the windshield survey findings, indicating where potential construction problems might occur. The typical problems observed through the windshield survey included a lack ofi sidewalks and dedicated bike lanes, unpaved routes, and an infrequent supply of bicycle facilities, including racks and air supply. The end product of the meetings was discussed so that the attendees would knowwhat theirefforts would bring, and the two main user; groups were considered: the "recreational biker" and the "enthusiast'. After discussing each route, the groups wen: asked to prioritize each route, using construction requirements, perceived costs, and rider usability and usefulness as their criteria. This prioritized list would provide each City government with a "wish list", developed by their citizens, for developing an implementation plan. This implementation plan will likely include engineering, design standards development, and funding~acquisition. The meeting leaders then. circulated around the room, assisting the "citizen planners' in their efforts, and collected the results after the meeting in preparation for the next meeting. The prioritized routes are as follows: Atlantic Beach.Bikeway Priority #1 The Priority 1 bikeway found in Atlantic Beach stretches from the Mayport Feny to the intersection of Atlantic Boulevard and 1~ ......Street. At its most northern point, the bikeway meets the Mayport Feny at Ocean Street, and continues south for 2112' to SR ~~ A1A! Mayport Road. Traveling for approximately 6072', SR A1A! Mayport Road intersects at Wonderwood Expressway, and follows Wonderwood Drive to the east. Wonderwood Drive runs for 5808' until it reaches Harina Park. Fram Hanna Park, the bikeway moves around the edge of the park, along its most northern to its most eastem boundaries, until it converges onto . Seminole Road: After 7920', Seminole Road connects with Ocean Drive. Ocean Drive then, progresses southward for3696'to Beach Avenue. The bikeway then follows Beach Avenue far 2112' until it dead-ends into the Town Center located at the intersection of Atlantic Boulevard and 1~ Street. Priority #2 The bikeway designated Priority 2 indicates an alternative path between Wonderwood Drive and Ocean Drive and another major arterial path for travel. This cohesive path offers variety from the Priority 1 bikeway. Beginning at the intersection of Wonderwood Drive and Selva Marina, this path takes the bicyclist through the western extent of Hanna Park, and then moves south along Selva Marina for 6864'. Selva Manna converges into Seminole Road and continues south for 1320'. At this point Selva Marina meets PIaza.Street, which runs 1320' to the east onto Ocean Drive. The bikeway also connects Seminole Road and Selva Marina along 20"' Street. This stretches for 1320'. The Priority 2 bikeway also includes SR A1A/ Atlantic Boulevard from the Intracostal Waterway (1CW) to the eastem coast of Atlantic Beach, 6336'. Priority #3 All routes collectively named Priority 3 bikeways of Atlantic Beach do not combine to create an additional cohesive path. Rather, the disconnected roads offer variety to the higher priority bikeway. The bikeway travels along: Broad Street, from the intersection of SR A1A/Ocean Street east to lighthouse- fatal length 1056', Wonderwoad Expressway, from the intersection of SR A1A! Mayport Road west= total length 528', Mayport Road, intersection of Wonderwood Drive south to Atlantic Boulevard- total length 11,616' ~ ~ AGENDA ITEM #6B NOVEMBER 11, 2002 • _- 14 § Dutton Drive, from the Dutton Island park east to the intersection of Church Road and Main Street- total length 1056' • § Church Road (paved and unpaved), from Dutton Drive east to MayportRoad- total length 792' paved and 1320'unpaved § ~ Main Street,. intersection of Dutton Drive south to Levy Road-total length 1584' § Levy Road, Main Street east to MayportRoad- total length 1478' § Rose Street, connecting Levy Road and West Plaza Drive- total length 528' • § -Donner Road, Mayport Road east to the intersection of Sandpiper Linkside-total length 2218' § Sandpiper Linkside, connecting Danner Road and Selva Linkside-total length 1056' § Setva Linkside, from Sandpiper Linkside east to ii'" Street- total length 1056' § 11~' Street, Selva Linkside east to Seminole Road- total length 528' § Seminole Road, intersection of 11'" Street and Selva Marina east to :intersection of Seminole Road and Ocean Drive- total length 1320' § ;Plaza Drive and West Plaza Drive, Rose Street east to the intersection of Seminole Road- total length 8184' § Skate Road, Plaza Drive south to Aquatic Drive- total length 1848' § Aquatic Drive, Skate Road to Atlantic Boulevard-total length 1320' _ § Royal Palm Drive, Plaza Drive south to Atlantic Boulevard- total length 2640' (See Figure #7) Neptune Beach Bikeway Priority #1 Neptune Beach's Priority bikeway extends from the southern tip of Atlantic Beach's Priority 1.bikeway. From the intersection of. Atlantic Boulevard and 1~ Street, the bikeway continues south along 1 ~ Street for 5808' to Seagate Avenue. The portion of Florida Boulevard between Atlantic Boulevard and Penman Road, approximately, 5808', is also included in the Priority 1 bikeways of Neptune Seach. Priority #Z The Priority 2 bikeway found in Neptune Beach is connected, yet, not complete. Florida Boulevard, Penman Road, and SR A1Al 3'd Street are included ~in the Priority 2 category. From 1~' Street, Florida Boulevard runs west to the intersection of Penman Road, approximately 4224'. At this intersection, the bikeway turns south onto Penman Road for 2112'. SR A1A! 3rd Street also • branches off of Florida Boulevard and travels south for 2112'. - . Priority #3 Priority 3 bikeways include a fairly disconnected route through Neptune Beach: § Penman Road, connecting Atlantic Boulevard and Florida Boulevard-total length 4224' § Forest Avenue, east to Kings Road- total length 396' § Kirigs Road, from Forest Avenue towards Seagate Avenue- total length 4752', construction to connect roads is needed ~ ~ . § .Seagate Avenue, 1~ Street west towards ICW- total length 4488' (See Figure #2) rr ~ _ AGENDA ITEM #GB = 15 NOVEMBER 11, 2002 Jacksonville Beach Bikeway Priority #1 From Neptune Beach's Priority 1 bikeway along 1~' Street, the Jax Beach Bikeway begins. It continues south along 1~' Street, past Beach Boulevard for 15048' to Ocean Drive. Ocean Drive runs for 2640' until it reaches Duval Drive, which continues south for 2640'. Duval Drive ends at the intersection of Ponte Vedra Boulevard. Priority #2 Running parallel to the Priority 1 bikeway, the Priority 2 bikeway in Jax Beach includes SR A1,4/3rd Street, Penman Road, 15'" Street, Fairway Lane,. Seabreeze Avenue, and South Beach Parkway. SR A1A/ 3rd Street continues from Neptune Beach south into Jax Beach. It runs for 18450' until it reaches Ponte Vedra Boulevard. Ponte Vedra Boulevard moves south for approxi- mately 3432' until intersecting with Duval Drive. Penman Road, also running parallel to the Priority 1 bikeway and continuing from a Priority 2 bikeway from Neptune Beach, travels over 7392'. After intersecting with Beach Boulevard, the bikeway continues. south on 15'" Street for 3696'. 15'" Street then merges into Fairway Lane and travels .until reaching Seabreeze Avenue. It is about 2904' along Fairway Lane. Seabreeze Avenue runs east, 2640' to South Beach Parkway. Once at the intersection of South Beach Parkway, the bikeway bends south for 5808'. Priority #3 The Priority 3 bikeway in Jax Beach includes more disconnected routes of transportation. These routes include: 10'"Street, beginning at Seagate Avenue and running south to South Beach Parkway- total length .12,144' Beach Boulevard, ICW east to coastline-total length 8976' Jacksonville Drive, intersection of South Beach Parkway moving east to Duval Drive- total length 3432' (See Figure #3) Charrett #3 Tonight's meeting is a review of the prioritized routes, and a final chance for changes to the plan before the results are passed to City leaders for implementation. ~,r' ~~ `fi'b P~7 AGENDA ITEM #GB _ _ '.16 NOVEMBER 11, 2002 r ~~ -~ AGENDA ITEM #GB NOVEMBEit 11, 2002 rrgure ---. Priority #1 ------ Priority #2 '---~- Priority #3 r !'9 AGENDA ITEM #GB 18 NOVEMBER 11, 2002 r,gure 3 r ~. ~ _~~~ AGENDA ITEM #GB 19 NOVEMBER 11, 2002 C+OS>f. FS>flI?7a1~@S The fallowing cost estimate far each city's portion of the Bikeway is based on the basic improvements recommended far each selected route, as outlined in the previous section. Rather than a definitive, all-items-considered cost estimate, the following is intended to provide an °Orderof Magnitude" estimate of the expected costs. Simplified, it serves as a "ballpark figure", and should give City leaders a preliminary idea of the overall cost for budgeting, feasibility studies, and funding acquisition. Based on the following totals, the individual cities may decide to proceed with all or portions of the prioritzied routes within their jurisdictions. In order to identify each of the selected routes, and to provide consistency, an allowance for a Beaches Bikeway sign has been provided. Each sign has been spaced at 1!4-mile intervals, with each route receiving at least one sign, regardless of length. • .Road Improvements necessary Units (lF) Unit Cost per LF Signs (EA) Unit Cost per sign Total Pnorlty#1 , w:~~>- 1 ., :~_ + ~.... ~ ~ :.~! .rf .._ rr ~1 ~~. I 1 i11.•S. ' ~ 4 Y 'ti f 1 :(:~ ~ a \/ 9 t k l`L t k Ocean Steel Sgnage 2 150 3D0 SR A1A! Mayport Road 4' Paved biryde one 10560 15 8 150 159600 Yebnderwood Drive 4' Sidewalk 528 S10 1 150 5430 Setrnole Road 4' Sidevratk 1056 10 1 150 10710 SerTinole Road 4' Paved biryde hne 2640 15 2 150 39900 • Cceen Road 4' Sidewedk 1584 10 1 150 15990 Beach Avenue 4' Paved biryde lane 2112 t5 2 150 31980 Priority #2 SeNa Marna Drive 8' widen boardwak 2640 35 8 150 93800 Plain Drive, east Signage 1 i50 150 20h Steel Signage 1 150 150 SR ALAI Alknk Boulevard Signage 4 .150 600 Priority #3 ;:~ r`., ,. ~ 4 ~ r 4 ~c ~ rr ~ ~ ~ ~ ~~ ~; +, .v tv Broad Steel (Maypor>) 4' Sidewalk 1056 10 1 150 10710 VWnderwood Expressway cttrerhy under constucfon N!A NIA D MaypatRoad Signaga ~ 8 150 1200 Dutbn Drive 4' Paved biryde lane 1056 ' 15 1 150 ~ 15990 Church Road (Paved) Signage 1 150 150 • Church Road (Unpaved) 4' Paved biryde lane 1320 15 1 150 19960 Main steel Signage 1 150 150 levy Road Signage 1 150 150 Rase Sleet 4' Sidewalk 528 10 1 150 5430 Donrw Road 4' Sdev+aYc 7218 10 1 150 22330 Pk+m Drive, west Signago 6 150 900 Sandpiper Unksde 4Midewelk 1056 10 1 150 1D710 11h Steel• Signage 1 150 150 SeNa Linkside 4'Sideweik 1056 10 1 150 id110 Skase Road 4'Sidevelk 1848 10 1 150 1trb30 Aquafc Drive 4' Paved bi~yde bne 1056 15 2 ' 150 16140 Royal Pain Drive 4' Paved bicycle mne 1003 15 2 150 15345 Total Cost ,.:: «„ }...... ~ : . ;... `Y' ~ ., ~ ~ / l ~. c. ,: .. , ~... .. 1~:...~ .,a, ~ :. \ ...,..:. ...~. + 5 ~; ' ..v . ~O rF AGENDA ITEM #GB 20 NOVEMBER 11, 2002 riority #1 Road '~ '~ ~ F,. Improvements necessary n.~ '~.~ -4'.. ~, Untts (L~ 7 ~ t A Unit Cost per l.F ~i 5~ 4 Signs (EA) 1 Unit Cost per srgn Total A' I • 1st5tce~ Seagate b Ocean Dr. 4' Sidewa~C 2640 1D 2 150 26700 Ocean Drive 4' Paved biu}rde lane 2640 15 2 150 38900 DwalOrive 4'SidewaMc 2640 16 2 150 26700 Priority #2 ,: ;~ 1 rr~r::.. ~ . 11. ~ ~.1 ). 1;1 +~.+F 'L '1 -,t .,k., ;y 1 ~' t y ~., 1~1 ~~.In..k i~,. ,' 3rd Stcey SR AtA Signage 13 150 1950 Peniren Rd., Seagate b Beads Signege 5 _150 750 15h Stcet 45idewalk 3168 10 2 150 31980 Faiway Lane Signage 1 150 150 Seabreex Avenue Signage 2 150 300 Priority il3 South Beads Parkway 4' Sidewa6C ~ _ 1056 t'. 10 '. .. 'i. 1 '7 ~. 150 h ~ 10710 y11 tOh Stcet 4' Paved bi~yde sane 2640 15 2 190 3yy00 Beach Boulevard 4' Paved bi~yde lane 2640 15 2 150 39900 Jacksonv7k: Drive , Signage 2 150 300 Total Cost , t ~• ,, s;,, ~ ~.. ,: 219240 a AGENDA ITEM #GB NOVEMBER 11, 2002 21 Bikeway Guidelines: Bicycle Safety Information: Bicyclists are held to same standards and must obey all rules that apply to the drivers of motor vehicles. ^ Obey Lane Rules: .. Ride with traffic flow along rrghf-most portion of road when lane is wide enough fo share with motor vehicles; use bike lanes if possible; if neither are available, ride of a safe distance further into the traffic lane ^ Use Lights at Night: Law requires front while headlight, visible from of least 500', and a rear reflector, visible from a distance of 600' or greater, almost 60% of a!1 fatal accidents occur during twilight and nighttime hours ^ ,Watch for Open Car Doors: + ~ Ride a car's width away fmm parked vehicles, approx. 5'-.6` ^ Never Weave Between Cars: Both the bicyclist and motorist are placed in a precarious position •_•~~ ^ Use Hand Signals: + Act of courtesy and protection ^ Ride Slowly on Sidewalks: ~'~ . ~ Respect pedestrians, they have theright-of-way; yield to fraflic upon entering roadways .~. ~~ ^ ~ Scan the Road Around You:. Be cautious, make certain you are seen by drivers before acting; use rear-view mirrors or learn to carefully look overshould while riding, without swerving, to protect yourself from oncoming fraflic ~ • ^ Follow lane markings ^ Choose the Best Way to.Turn Left:. , Two possible solutions: • As in driving, move to {eft lane and proceed to turn left or, • Similar to a pedestrian, right straight to far sidewalk and walk bike across traffic Either way, use hand signals . ^ Do Not Pass~on the Right: Do no overtake an automobile at an intersection or ignore turn signals ^ Never Ride Against Traffic: . Since Florida's bikes are legally defined as a vehicle, bicyclist must ride on the appropriate side ^ Always Wear a Helmet: Approximately 75°rG of all bicycle-related deaths are caused by head trauma; for those 16 yrs. and older, helmets are optional, but the state of Florida requires those younger to wear bicycle helmets that meet safety requirements ~ - Benefits? The °Five E's° of a comprehensive bicycle program: Engineering . Esfabllshment Education Encouragement; and Enforcement c AGENDA ITEM #6B -~ NOVEMBER 11, 2002 22 Engineering incorporates the physical construction of the infrastructure and the maintenance essential for safe bicycle transportation. This includes bike lanes and paved shoulders and sidewalks. With structures such as bridges; tunnels, and supporting infrastructure, which consists of intersection treatments, signage, parking facilities, and roadway improvements are also considered. Establishment involves both coordination and cooperation between public agencies and citizen groups in order to facilitate bicycle programs. Bicycle facilities and program planning and implementation must be recognized and pceserved as an important asset to Jacksonville's transportation system. Education is a responsibility of each motorist and bicyclist. They must be aware of all rights and responsibilities as operators of vehicles.. These rights must be respected so as to make the transportation system safie for all uses whether vehicular, pedestrian, or bicycle. The youth must also become involved in the educational aspect of bicycle safety through. teaching. .Encouragement introduces the importance of changing people's peroeption about bicycling into one, which views it as a practical transportation alternative. Incentives and other perks including, awards from employers, parking facilities, bike lockers, and commuters, can. also encourage more people to travel to work via bikes. Enforcement programs aim to improve the behavior of motorists and bicyclists and make traveling safer. By raising awareness of both vehicular and bicycle Laws, each group will, become more educated and respectful of their fellow traveler. Design Guideliines for On-road and Off-road Facilities: Frequently, bicyclists .are not comfortable riding beside motorists in bike lanes and normal travel lanes. Many times children do not have the experience or knowledge to safely ride on the road. Therefore, bike trails and off-road bicycling is more appropriate for this group of people. Other bicyclists with greater skill, understanding, and experience, however, feel more at ease riding with traffic, opposed to sidewalks where~other pedestrian and vehicular hazards exist. To accommodate all classes of bicyclists, Jacksonville's transportation system should recognize all elements of on-road and off-road bicycle facilities. On-road Facilities: • FDOT must comply with the "Bicycle Facilities Planning and Design Handbook" under policy rule to consider the . needs of bicyclists on all projects. Bike {ones and paved shoulders are generally used in conjunction with other roadway improvements. The Manual continues to state that.since bicycles are permitted on all non-limited access roadways, bicycle facilities must also be. included at these places, unless there is a convincing reason not to. Another policy of the Jacksonville Urbanized Area, Comprehensive Bicycle/Pedestrian Plan supports FDOT's design standards for incorporating bicycle and pedestrian facilities into the design of Jacksonville's roadways. Bicycle Lane Widths: Wherever right of-way and drainage conditions allow for bicycle lanes, they should be implemented in order to maximize safety and efficiency. FDOT's lane width standards should also be enforced to maintain this level of satisfaction. A minimum of four feet must be allotted for the safie travel of bicyclist along the right- most portion of the roadway. In a situation where parked cars are also present, the standard is lengthened to five feet. This adds an extra buffer and mare space to maneuver safely around car doors. Rural roadways should also 6e five feet wide. Even though there are few intersections and minimal bicyclists present, many travel at high speed making the additional foot a safety precaution for the bicyclist. The five feet bicycle lane not only benefits bicyclist, but also . enhances the motorist's experience and increases roadway drainage. When designated bike lanes are not feasible, a wide outside curb lane may be the only option. Although the least preferable, this solution promotes safe movement. Outside lanes should be at least twelve feet wide, but . fourteen feet is preferable, the standard for Jacksonville where bike lanes and other facilities are not passible. ~. -~ AGENDA ITEM #GB NOVEMBER 11, 2002 = 23 Roadway Improvements to Accommodate Bicycle Traffic: Presently, transportation systems are being designed with bicyclists in mind. This was not the case initially, and, therefore, retrofitting must take place to accommodate standards and increase safety. Drainage grates, gutters, metal bridge decks and laterals, and railroad crossings can present bicycle hazards which need to be redesigned. Drainage Facilities and Lateral Joints: • The positioning of bicycle lanes along the edge of a roadway presents an issue with drainage. Due to the crown of . the road, rainfall flows towards the gutters and grates'that lie along those same edges. These drainage facilities must be designed to still drain water at a rapid speed while being narrow enough for bicyclist to easily move over them. Lateral joints should also be retrofitted to lessen the impact of bicyclists. Railroads Crossings: • To promote bicycle safety along train tracks, highway-railroad graded crossings should be at right angles to the tracks. When 90 degrees intersections are not possible, they should be designed to be as close to 90 degrees as possible. Surface treatments can also provide a safer option, as well as pavements markings, signs, and crossing gates to wam oncoming bicycle traffic. ~ , Bicyclists at Intersections: ;~~ Bicycle lanes may complicate movements since they tend to make bicyclists and motorists hesitant to merge by ~~ encouraging bicyclists to stay on the right side of the roadway and motorists to stay on the {eft Striping and signing should encourage efficient path crossings to occur in advance of the intersection. Traffic Control Systems at Intersections: • Intersections with high volumes of pedestrian and bicycle traffic should be equipped with traffic control devices including, push buttons to activate crossing signals and. bicycle loop detectors. Signage and Pavement Markers: • FDQT requires all designated bike lanes to identified by signs and pavement markers, Motor vehicle lanes and bicycle lanes should be separated by a solid line six to eight inches wide. A diamond symbol and arrow are used to identify the direction of travel in the bike lane. Medians, Mid-blocks, and Other Crossing Treatments: • Medians~and street sides can be equipped with leaning rails in areas where bicycle traffic occurs. Used as a stabilizing element, these leaning rails allow bicyclists to have quicker and safer starts. In some locations, due io high volumes of traffic, it is safer to minimize intersections and avoid crossing roadways at hazardous locations. Structures for Bicyclists: • Bicycle transportation must be convenient and safe to encourage bicyclists to continue to do so. Barriers, such as waterways, freeways, and arterial highways make the bicycle route tedious and circuitous.. In these instances, bridges, overpasses and tunnels can act as the perfect solution to link two previously separated bicycle lanes. Natural or man- made barriers should not restrict bicycle and pedestrian flow. Supplemental Bicycle Facilities: • Parking: ^ Bicycle facilities should be: Locafed as close to a main entrance of use, while not impeding vehicle orpedestrian flow; r• ~~ Y 1 AGENDA ITEM #~6B NOVEMBER 11, 2002 24 Located at any land use accessible to bicyclists, for example neighborhoods, shopping plazas, and service areas; Designed to prevent the damage of other bicycles and vehicles during storage; Free of barriers fo ensure accessibility; Signed to notify the bicyclist of the location for elilcient parking; + Positioned in clear view of a main entrance for land use and illuminated at night • Bicycle Facilities and Ordinances: Three classes comprise the various types of bicycle storage facilities available to the public and should be used according to their intended use. They should be located only at land uses where bicycle traffic is common and where they will be utilized. Class l bicycle lockers offer the highest level of.security and are most appropriate where daylong or longer storage is needed on a regular basis. Employment sites and transit stations are two such locations where this facility is used. In most cases these spaces are rented or reserved in advance, therefore a management system should also be established with this facility. Class ll;provides areas for bicycle tires and frames to be secured for repeated use, Class 111 warrants storage facilities recommended for_short-term use such as commercial and retail locations. These places include hitching. posts, rails, inverted "U" racks, wheel racks, and ribbon racks. Jacksonville's Land Development Code establishes requirements for bicycle parking facilities. These ordinances support the ..establishment of bicycle transportation as a viable alternative. The Code sets a required number of bicycle parking spaces for Residential, Institutional, Educational, Recreational, Professional, Commercial, and Industrial use areas. Traffic Calming and Bicyclists: Traffic calming measures are effective e{ements for introducing more livable communities and enhance the overall experience for those involved. These tools consist of bicycle pass-throughs of speed humps, traffic diverters, cul-de-sacs, buffer or barricade devices, and roundabouts.. • Roundabouts: Bicyclists are at a greater risk in signalized intersections than low flow roundabouts. In roundabouts, the bicyclist no longer stays in the right-most portion of the road; they are to claim the motor vehicle lane. When bicycle lanes are present, they should end approximately 75 to 100 feet before reaching the roundabout, and reduce their speed to safely. merge into the motor vehicle lane. At high capacity roundabouts, or where more than two lanes are present, or in rural roundabouts where speeds are increased, special crossing areas where bicycle lanes transition into multi-use trails should be considered. These crossing should be set at least 20 feet back from the roadway. Off-Road Facilities: ^ Benefits include: increase in pedestrian safety; ~. Additional (ravel options for pedestrians; + Opportunities for additional linkages to existing facilifies; Recreational oppon`unities; and Land preservation for future transportation needs ^ Trailheads are used at the entrance to the trail to identity rest and preparation facilities, water, trail information, trash receptacles, air facilities for bike tires, temporary storage such as bicycle racks, vehicle parking, and possible restroom facilities. ~~-~,.: 4 AGENDA ITEM #6B . = 25 NOVEMBER 1], 2002 Resources: Northeast Florida Regional Planning Council Florida Department of Transportation American Assoc. of State and Transportation Officials American Assoc of State Highway and Transportation Orficials American PlanningAssociatian Center for Livable Communities City of Jacksonville Ewing, Reid, Transportation and Land Use Innovations, 9997 :'t- , .